Train signaling and stopping device



C. T. MCGREGOR- TRAIN SIGNALING AND STOPPING DEVICE.

APPLICATION FILED MAY 3. I918.

1356,2999 Patented 00th 19,1920.

4- SHEETSSHEET I.

W TIM 01 6 0] C. T. McGREGOR.

TRAIN SIGNALING AND STOPPING DEVICE.

APPLICATION FILED MAY 3. 1918.

1,356,299. Patented Oct. 19, 1920.

4 SHEETSSHEET 2.

mlw

ajilfiarejor C. T. McGREGOR.

TBA-IN SIGNALING AND STOPPING DEVICE.

APPLICATION FILED MAY 31 I913.

Patented Oct. 19, 1920.

4 SHEETS-SHEET 3.

3mm Gre or C. T. McGREGOR. TRAIN SIGNALING. AND STOPPING DEVICE.

APPLICATION FILED MAY 3, 1918.

1,356,299. 7 Patented 001;. 19,1920.

4 SHEETSSHEET 4-- I N VEN TOR.

(I. T M Gregor ATTORNEY.

UNITED STATES PATENT! OFFICE.

TRAIN SIGNALING AND STOPPING DEVICE.

Application filed May 8,

To all who-m it may concern:

Be it known that I, CHARLES T. Mo- Gnnoon, a citizen of the United States, -residing at Denison, in the county of Grayson and btate of Texas, have invented certain new and useful Improvements in Train Signaling and Stopping Devices; and I do hereby declare the followin to be a full, clear, and exact description the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to improvements .in train signaling and stopping devices, and its primary object is the provlsion of an electrically operated device of thischaracter,

which shall be simple, durable and eflicient, Th

and which may be-manufactured, sold, and erected at a comparatively low cost.

With the foregoing and otherobjects in view this invention consists in such 11 vel features of construction, combination nd arrangement of parts as will be hereinafter more fully described, illustrated in the accompanying drawings and claimed.

In describing the invention in detail, reference will be had to the accompanying drawings wherein like characters designate like and corresponding parts throughout the several "iews and in which:

Figure -'1 is a vertical sectional view of a train signaling and stopping device constructed in accordance with my invention.

Fig. 2 is a similar view on an enlarged scale.

Fig. 3 is a horizontal section taken on the horizontal plane indicated by the line 3-3 of Fig. 1.

Fig. 4 is a vertical section through the obstacle operated by the signaling mechanism and placed for engagement with the train carried signaling means. J

Fig. 5 is a fragmentary sectional view illustrating one of the catch levers for holding the lever which is connected to the sema-' phore arm, in various adjusted positions.

Fig. 6 is a fragmentary view of an engine illustrating the signaling means carried thereby. i

Fig. 7 is a detail perspective of a part of the signaling means carried by the engine which is engaged by the track obstacle.

Fig. 8 is a detail view of the air-line bleed valve operated by the train carried signaling means to stop the train after the same passes a signal set at danger.

Specification of Letters Patent.

1918. Serial No. 232,266.

lever carried by the locomotive in actuated position.

The signaling mechanism comprises a casing 3 through which a vertical rod 4 extends. e'rod -1 projects above the casing 3 and 1s nclosed in a suitable casing or pipe 5 which carries slide bearings 6 for the rod 4. The upper end of the rod 4 as shown at 7 to the arm 8 which is formed upon the semaphore arm 9 and projects 0 positely from the pivot 10 thereof to t e blade or exhibited arm of the semaphore so that the semaphore 9 and the rod 4 will move 1n unison. The semaphore 9 is pivotally supported by the pin 10 which pin is in.

turn carried by the casing 5. The casing or pipe 5 has an arcuate plate 11. supported at its upper" end which is provided with trans arent panels 12 of different colors, name y the colors commonly employed in railway signaling, such as green for safety, yellow or orange for caution and red for danger. These panels 12 are positioned so that they will aline with the semaphore 9 when it is in therespective position indicating safety, caution, and danger.

' The rod 4. projects downwardly within the casing 3, being slidablysupported b suitable slide bearings 14 and it has rac teeth 15 carried by its lower end. A pipe 16 extends into the ground beneaththe casing 3 and the lower end of the rod, 4 extends downwardly into the pipe.

A rod 17, is rotably supported by the easing 3 and it has a gear '18 mounted thereon which meshes with the rack teeth 15. The shaft or rod 17 extends through a pipe 19 Patented Oct. 19, 1920.'

view illustrating the is connected the con- I e rod by which forms a protection'therefor and into means.

be engaged by the train carried signaling The rod 21 has rack teeth 23 formed thereon which mesh with a gear 24 carried by the rod 17 so that through the medium ofv the rack teeth 23, the gear 24, the rod 17, the gear l8-and the rack teeth 15 the rods 4 and 21 will be moved in unison for regulating the upwardl projecting position of the head 22 of tie rod 21 in accordance with the position of the semaphore 9. For instance when the semaphore 9 is positioned at caution, the-rod 21 will be projected above the upper end of the casing 20, a sufiicient distance to strike the resilient lever 25 of the train signaling means. The lever 25 is connected to a vertical pin 26 which is in turn supported by a plate '27. The plate 27 is carried by a depending pipe or rod 28 whlch may be attached to the tender of the engine or in any convenient place. A pair of contacts, 29 and 30 are carried by the plate 27, wh ch plate is preferably of insulating material and these contacts are connected through the medium of wires 31 and 32 with a signal light 33 which is positioned in the cab of the engine. When the rod 21 1s moved into a caution position, it will strike the resilient lever 25 and set up a vibratory motion of this lever which will cause the lever to intermittently engage the contacts 29 and 30 and consequently intermittently close a circuit through the light 33, causing a flickering or intermittent lighting of the light so as to acquaint the engineer of the fact that he has passed a block signal set at caution. When the semaphore arm 9 is set at danger, the arm 21 will be projected a greater distance above the upper end of the casing 20, than it is projected when the semaphore arm is set at caution and it will therefore strike the lever 34 which is pivotally supported by a suitable pin 35 carried by a plate 36. The plate 36 is also carried by the post 28. The lever 34 travels in a guide 37 which is carried by the plate 36. The guide 37 has contacts 38 and 39 connected thereto with which the lever 34 engages, when it is operated by the -:head 22 of the arm 21. When the lever 34 the contacts 38 and 39, thus acquainting the engineer with the fact that he has passed a signal set at "danger. The end of the lever 34 which projects oppositely from the pivot 35 to the guide 37 is angled as shown at 42 and it is positioned for engagement with the yieldably mounted head 43 of a bleed valve structure 44. The bleed valve structure 44 is connected to the aireline 45 ofthe train, so that when the angled end 42 strikes the head 43 it will unseat the valve cone 46, and consequently open the bleed valve 44, tobleed the air-line 45 and apply the brake, to stop the train.

A lever 55 is pivotally supported as shown at 56 within the casing 3 and the rod 4 is connectedto said lever. As shown in Fig. 10, the rod 4 passes through an elongated opening 4' formed in and extending longitudinally of the lever55. The rod 4 carries pins 4} which work in slots 4 formed in the side walls of the opening 4, so as to permit of movement of the rod vertically with the pivotal movement of the lever 55. The weight of the semaphore 9 is such,- that it will move the lever 55 with the movement of the semaphore, and under the weight of the semaphore arm 9 except when'the lever is restricted by the upper and lower catch, structures 58 and 59, respectively.

The lower catch structure, 59 is adapted to hold the semaphore arm 9 in vertical or safety position, and the upper catch structure 58 is adapted. to hold a semaphore arm 9 in an upwardly inclined or caution position. Each catch structure comprises a substantially vertical arm 60 which is pivoted between its ends to a horizontal bracket 61. A right angularly extending head 62 is formed upon the upper end of the pivoted arm 60 and it has a latch 63 connected to one of its ends. The latch 63 is adapted to engage the upper side of the lever 55 and hold it against upward movement and the semaphore arm 9 against downward movement. A rod 63 is povotally connected to the other end of the head 62, and it is slidably mounted in a guide 64. A contractile spring 65'is connected at one end to thecasing 3 and at its other end to the arm 60, and it is adapted to withdraw the latch 63 out of the path of the lever 55, when the arm 60 is released. The arm 60 is provided at its lower end with an armature 66, and a pair of electromagnets 67 are located adjacent the armature 66. When the electromagnets 67 are energized, the latch 63'is held in active or lever engaging position, and when the electromagnets are deenergized the spring 65 holds the latch 63 in inactive or lever releasing position.

A switch 60*, which is underthe control of the upper catch structure 58, comprises a pair of relatively spaced contacts 61 interposed in a wire 71" which, together with a wire 71, leads from a track circuit, not shown, to the electrom-agnets 67 of the lower catch structure 59. Wires and 70* lead 25 latch 63 out of engagement with the lever magnets of the upper catch structure 58 are from the track circuit to the magnets 67 of the upper catch structure 58. When the magnets 67 of the upper catch structure 58 are energized, the switch 60" is closed, and when those magnets .are deenergized the switch is opened. It will thus be seen that the circuit including the ma nets 67 of the lower catch structure 59 is c osed when the energized and broken when these magnets are deenergized.

In practice, a signaling and train stopping mechanism is located at the entrance to each block of a railway track and the\ electromagnets oi the'catch structures are connected by the wires 70, 70, 71 and 71" ina track circuit which will under normal conditions maintain the electromagnets energized, and which will permit the mag-; nets to be short circuited by 'a train. The

semaphore arm 9 is normally held in a vertical or safety position by the latch 63 of the lower catch structm'e 59. When the electro-v magnets of this catchstructure are short circuited by a train, the spring 65 pulls the 55. This freesthe lever and the semaphore arm 9, and the semaphore arm moves downwardly under the, influence of its own weight and the lever 55 moves upwardly under the influence of the semaphore arm. The movements of the semaphore arm 9 and the lever 55 are arrested by the latch 63 of the upper catch structure 58 when the somaphore arm 9 reaches an upwardly inclined or caution position. The short circuiting of the electromagnets 67 of the upper catch structure 58 by a train, permits the latch 63 of this catch structure to be moved out of engagement with the lever by the spring 65. When the lever 55 is released by this catch structure, the semaphore arm 9 moves downwardly under the influence of its own weight from it's caution position to its horizontal or danger position. They downward movement of the semaphore arm 9 to this position will move the lever 55 upwardly, and its downward movement is arrested when it reaches danger position by a stop 89 located in the path of the lever 55.

The semaphore arm is adapted .to be returned from danger position to caution position, or from danger position to safety position, or from caution position to safety position by an electric motor 82 which is fixed to the upper side of the lever 55. A sprocket chain 85 passes about a sprocket wheel on the armature shaft of the motor 82 and about the sprocket wheel on a stub shaft 84 which is journaled upon the upper side of the'lever 55 in advance of the motor. A pinion 86 is fixed to the stub shaft 84 and meshes with the teeth 87 of a curved rack 88 which is suspended from the upper side of the casing 3 by an arm 88. The arma- -to the other brush of the motor.

with ja balance wheel 90. The stop 89 which is adapted to arrest the downward movement of the semaphore 9 when that arm reaches its danger position, is secured to theupper end of therack 88.

. The motor 82is connected to the circuit ofthe upper catch structure in shunt with the electromagnets 67 of such catch structure by wires 80 and 81,- and to the circuit of the lower catch structure in's hunt with the electromagnets 67 of such lower catch structure by wires- 90 and 91. p The wire 80 is connected to a post 80 which is carried by the base ofthe motor 82 and which is electrically connected to one of the brushes of the motor. The wire 81 is connected to a contact-plate 83 which is carried by the arm 83 and which is adapted to .be engaged by a contact block 84. The contact block 84. is carried by the lever 55 and is connected by a wire 84;" to a post 80 which is carried by the base of the motor 82 and which is electrically connected 1 The wire 90 is connected to one brush of the motor through the medium of the wire 80 and the post 80*. The wire 91 is connected to a contact plate 92 which is carried by the arm 92 and which is adapted to be engaged by a contact block 92 The block 92 is carr1ed by the lever 55, and it is connected to the other brush of the motor by a wire- 92, the wire 84;, and post 80. When the semaphore arm 9 is in dangerposition, the contact block 84' is in engagement with the contact strip 83. As the motor 82 is now in the circuit which includes the electromagnets 67 of the upper catch structure 58, the energization' .of these electromagnets will also result in the energization of the motor. YVhen the motor is energized, it will, through the medium of the pinion 86 and rack 88. move the lever 55 downwardly in the direction of a position where it will be engaged by the latch 63 of the upper'catch structure 58 and move the semaphore arm 9 upwardly in the direction of its caution posit-ion. Just before the lever 55 and semaphore 9 reach the positions mentioned, the motor circuit will be broken by the contact block 84: passing out of engagement with the contact strip 83, and the lever and semaphore arm will be moved into the positions mentioned by reason of their inertia and the inertia of the parts associated therewith. When the latch 63 of the upper catch structure 58 engages the lever 55, the

semaphore arm 9 will be held in caution ergized. This energization of the motor will, throughthe medium of the pinion 86 and rack 88, move the lever downwardly to a position to be engaged bythe latch 63 of the lower catch structure 59 and move the semaphorearm 9 upwardly in the direction of its clear position. Just before the lever 55 and semaphore 9 reach the positions stated, the motor circuit is broken by the contact block 92 passing out of engagement with the contact strip 92, and the lever and semaphore arm are moved into the osition stated by reason of their inertia an the inertia of the parts associated therewith. When the lever 55 is engaged by the latch 63 of the lower catch structure 59, the semaphore arm 9 will be held in clear position.

The semaphore 9 may have two incandescent lights 93 carried thereby which may be connected to the storage batteries 50, along the track by suitable conducting wires 94: so that the lights 93 will be burning at all times.

As previously stated, the movement of the lever 55 will move the rod 4, which will in turn move the semaphore 9 under forced movement of the lever 55 bythe motor 82, or the rod 4 will be moved by the movement of the semaphore 9 under its own weight so that all movement of the rod 4 will be transmitted to the vertical rod 21, for operating the engine carried mechanism synchronously with the operation of the semahore.

From the fore oing description taken in connection with t e accompanying drawings the advantages of construction and the method of operation of the improved automatic train stop will be readily apparent to those skilled in the art to which this invention appertains and, while in the foregoing description, the principle of the operation of this invention has been described together with various features of construction, it is to be understood that certain minor features of construction, combination and arrangement of parts may be altered to suit practical conditions provided such alterations are comprehended within the scope of what is claimed.

What is claimed is:

1. A train signaling device comprising a semaphore arm adapted to move from safety to caution and from caution to danger and from safety to danger by gravit a pivoted lever connected to the semap ore arm and adapted to be actuated by the semaphore arm during its movements into the positions indicated, electrically operated latches arranged in the path of said lever to control the movement of the semaphore arm into the positions stated, and electrically operated means cooperating with said lever to move the semaphore arm in the reverse direction.

2. A train signaling device comprisin a semaphore arm adapted to move from safity to caution and from caution to danger and from safety to danger by gravity, a pivoted lever connected to the semaphore arm and adapted to be actuated thereby during its movements into the positions stated, latches arranged in the path of said lever to control the movements of the semaphore arm into the positions stated, normally energized electro-magnets adapted to hold said latches in active position, and electrically operated means cooperating with said lever to move the semaphore arm in a reverse direction.

3. A train signaling device comprising a semaphore arm adapted to move from safety to caution and from caution to danger and from safety to danger by gravity, a pivoted lever connected to the semaphore arm and adapted to be actuated thereby during its movements into the positions stated, pivotedlatches arranged in the path of the lever, springs adapted to normally hold said latches in inactive position, electro-magnets adapted when energized to hold said latches in active position and electricall operated means associated with the lever or moving the semaphore arm in a reverse direction.

4. -A train signaling device comprising a semaphore arm adapted to move from safety to'caution and from caution to danger and from safety to danger by gravity, a pivoted lever connected to the semaphore arm and adapted to be actuated thereby during its movements into the positions stated, a pair of pivoted latches arranged in vertically spaced relation, electro-magnets adapted when energized to hold said latches in lever engaging position, electrically operated means adapted to move the lever for moving the semaphore arm in the reverse direction, and means connecting the first named means to the circuit of the electro-magnet of each latch so that said first named means will be energized on the energization of the electromagnet of either latch.

5. A train signaling device comprising a semaphore arm adapted to move from safety to caution and from caution to danger and from safety to danger by gravity, a pivoted lever connected to the semaphore arm and adapted to be actuated by the semaphore arm during its movements.

into the positions stated, a pair of pivoted latches arranged in relatively spaced relation, an electromagnet for each latch adapted when energized to hold the latch in active osition, a switch in the circuit of one of sa1d solenoids under the control of the latch actuated by the other solenoid, electric means associated with the lever for moving the semaphore arm in a reverse direction, and means connecting said first named means in circuit-with the electroelectro-niagnet is energized, said first named means will be ener 'zed'fi 6. A train signalmg and stopping device comprising 1n combination with a sema- "other of said switch levers being adapted to be actuated by the obstacle when the semaphore arm is in danger position.

7. A train signaling apparatus comprising a gravity actuated semaphore arm, a rod connected to the semaphore arm, a pivoted lever connected to the rod and adapted to be actuated byand during the movement of the semaphore arm from its safety to its caution position and from its caution to its danger position and from its safety to its danger position, a magnetic latch adapted. when energized to cooperate with the lever to hold the semaphore armin safety position, a second magnetic latch adapted when energized to cooperate with the lever when the latter is released by the deenergization of the first latch to prevent the semaphore arm from moving below its caution position, a stop adapted to prevent the semaphore arm from moving below its danger position when the lever is released by and as the result the deenergization of the second latch and when it is released by and as the result of the deenergization of both latches, and electric means cooperating with the lever for moving the semaphore arm in the reverse direction.

8. A train signaling apparatus com'pris ing a gravity actuated semaphore arm, a rod connected to the semaphore arm, a pivoted leverconnected to the rod and adapted to be actuated byand during the movement of the semaphore arm from its safety to its caution position and from its caution to its danger position and from its safety to its danger position, a magnetic latch adapted when energized to cooperate with the lever to hold the semaphore arm in safety position, a

second magnetic latch adapted when energized to cooperate with the lever when the latter is released by and as the result of the deenergization of the first latch to prevent the semaphore arm from movin below its caution position, a stop adapts to prevent the semaphore arm from moving below its danger position when the lever is released by and as the result of the deenergization of the second latch or both latches, electric -means 006 erating with the lever to move the sema ore arm in the reverse direction having ircuits connected respectively to the circuitsef the magnetic latches, and a switch in the-circuits of said electric means under the control of said lever.

9. A train signaling apparatuscomprising a gravit actuated semaphore arm, a ro connecte to the semaphore arm, a pivoted lever connected to the rod and adapted .to be actuated by and during the movement ofthe sema hore arm from its safety to its caution position and from its caution to its danger position and from its safety to its danger position, a magnetic latch adapted when energized to cooperate with the lever tohold the semaphore arm in safety position, a second magnetic latch adapted when energized to cooperate with the lever when the latter is released by and as the result of the deenergization of the first latch to revent thesemaphore arm from moving be ow its caution position, a stop adapted to prevent .the semaphore arm from moving below its danger position when the-lever is released by and as the result of-the deenergization of the second latch or by and as the result of the deenergization of both latches, a rack bar located adjacent the lever,

a pmion j ournaled on t e lever and meshing wlth the rack bar, an electric motor mount- .ed upon thelever and adapted when energlzed to rotate the pinion and having circuits connected respectively 'tothe circuits vof the magnetic latches, and switches in the lever being adapted to be actuated by the obstacle when'the semaphore arm is in caution position, and the upper switch lever being adapted to be actuated by the obstacle when the semaphore arm is in danger position.

In testimon whereof I afiix my signature in presence 0 two witnesses.

CHAS, THOMAS MOGREGOR.

Witnesses: 4

M. s. HAY, C. E. Gnmomi. 

